Officially it was the Shepaug, Litchfield and Northern Railroad Company and it became
a part (by lease) of the New York, New Haven & Hartford

In 1948, the Shepaug Valley Railroad ceases operation and tracks are removed.
Delivery of freight by railroad to the Washington Supply Company
is replaced by trucking.

The Shepaug, Litchfield & Northern RR was sometimes called the Great Northern by
some of the men who worked on it, because in the fall of the year,
they had trouble getting over the road when the leaves were falling.

There were many carloads of stone hauled at one time from the quarries at Roxbury.
The stone for the Brooklyn Bridge came from these quarries.
In later years, there was a big ice house built at Bantam Lake.
As many as 27 carloads of ice a day were hauled during the summer.

At one time, it was intended to extend the Shepaug to Torrington or Winsted,
but it was never built beyond Litchfield. Of course, nothing ever happened.
In 1892, the N Y, N H & H leased the Hawleyville-Bethel branch to the Shepaug.

2 passenger trains a day each way went between Bethel and Litchfield.
A freight train also made a round trip from Danbury, via Bethel, to Litchfield.
Then in 1898, the New Haven leased the whole Shepaug.

Beginning in 1905, a thru train ran from Litchfield to New York.
This train did a nice business for a few summers but by 1913 the
automobile won. Then passenger trains were run into Danbury
instead of to Bethel and the branch from Hawleyville was abandoned in 1911.

The last passenger service on the Litchfield Branch,
was handled by a gas-rail car until the 30's when the passenger service was abandoned.
Freight trains ran up the branch only as required.

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Dates: 2002-2010.
Quantity: .75 linear feet.
Abstract: The collection consists of tour guidebooks compiled by Bernard L. Rudberg of
photocopies of photographs, maps, correspondence, and documents related to the history of the
Central New England Railway, which ran from Maybrook, New York, to Hartford, Connecticut,
in the period between 1898 and 1927, at which point it was taken over by the New York, New Haven & Hartford Railroad.
Mr. Rudberg creates the books for the participants of an annual guided bus tour he coordinates,
in April or May of each year beginning in 2002, that follows portions of the old railway line, and
provides information about the towns on the route, train wrecks that occurred, old carbarns,
turntables and roundhouses, and such features as the Poughkeepsie River Bridge.

New York Central Milk Business
Creamery in South Columbia, New York
There were two basic types of milk trains – the very slow all-stops local that picked up milk cans from rural platforms and delivered them to a local creamery, and those that moved consolidated carloads from these creameries to big city bottling plants. Individual cars sometimes moved on lesser trains. These were dedicated trains of purpose-built cars carrying milk. Early on, all milk was shipped in cans, which lead to specialized "can cars" with larger side doors to facilitate loading and unloading (some roads just used baggage cars). In later years, bulk carriers with glass-lined tanks were used. Speed was the key to preventing spoilage, so milk cars were set up for high speed service, featuring the same types of trucks, brakes, communication & steam lines as found on passenger cars.

The New Haven fell on hard times during the Depression.
It had also made poor business decisions such as acquiring many unprofitable
short lines railroads in it's quest to dominate rail service.
The Danbury Branch did well during WWII when fuel was rationed,
but the New Haven never fully recovered financially from Depression when
it declared bankruptcy. The company "de-electrified" the Danbury Branch in 1961.

Housatonic Railroad

In 1837 construction of the first 35 mile segment of track began.
By 1840, trains were traveling between
Bridgeport, via Newtown and Brookfield,
northerly on to New Milford along the banks of the Housatonic River.
The Housatonic Railroad reached the Massachusetts state line via the
Berkshire Line in 1843. Promoters of the Housatonic Railroad (including P.T. Barnum)
initially envisioned two roles for their new line: (1) serve the iron, marble,
granite and lime industries and second, to form a water-rail route
between Albany and New York City. Although the fledgling railroad experienced
some financial problems early on, by the beginning of the 1850's the business was
steadily growing. In 1892, the line was acquired by the New York, New Haven &
Hartford Railroad. It was in this period that the Housatonic's
north-south route from Danbury to Pittsfield, Mass. became known as the Berkshire Line.
Although the railroad served adjacent industries and provided freight interchange,
the Berkshire soon became best known as a passenger line that brought
New Yorkers up to their country retreats.

Maybrook Line

The Maybrook Line running east-west thru the Greater Danbury Region was first
envisioned by the Boston, Hartford and Erie Railroad as part of a rail line intended
to link Waterbury, CT westerly to the Hudson River in New York State.
This line was to supply important freight to New England,
such as coal from Pennsylvania. It was to provide direct
freight competition to the New York, New Haven & Hartford running roughly parallel
to the south. The Maybrook Line was actually completed by the New York &
New England R.R. in 1891 to link with ferries that took rail cars across
the Hudson River in Fishkill, NY. By 1895 the New Haven controlled the NY&NE
and the track that became the Maybrook Line from Danbury to Derby.
The Maybrook Line was absorbed into the New Haven and at approximately this time
the Poughkeepsie Bridge had been built, making the Maybrook a much more strategic
thru route than in the past. Passenger service to Newtown and other Maybrook Line
stations ceased in 1931 as the route became a freight only railroad.
Penn Central acquired the assets of the New Haven in 1968, including the Maybrook Line,
and ran freight service on it until 1974 when the Poughkeepsie bridge burned.

New Haven & Derby

The railroad from Derby to New Haven was completed in 1871. It was a short line,
13 miles, but proved to be strategically valuable to rail companies such as the
Housatonic Railroad. to the west. With it, the Housatonic would be able to parallel
New Haven Line along the Connecticut shore. The Housatonic Railroad acquired the
New Haven & Derby railroad in 1889. The Botsford extension opened in 1888
allowed a thru rail trip from New Haven, CT all the way to Pittsfield, MA.

Ridgefield Branch

The Ridgefield Branch was constructed in 1869 and 1870 as a westerly spur in
Ridgefield off of the Danbury Branch. The line made its' connection with the
Danbury branch at the Branchville Station. The Ridgefield Branch was never
electrified and finally abandoned in 1964. It is now a walking trail.

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Bike Trails Along Railroads

Throughout the United States and Canada, there are numerous bicycle trails
that either run alongside existing railroads or run on the abandoned
right-of-way of a railroad.

In Québec, the longest one, the
"P'tit Train du Nord" runs for 200 kilometers (120 miles) from
Saint-Jérôme to Mount-Laurier on an abandoned Canadian Pacific route.

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There is no "brrreeeport" in Connecticut, but there are plenty of towns
that are served by freight railroads.
Search them out!

Driving north from New
Haven, Cedar Hill yard cannot be overlooked. Its still used, but not to the extent it was
50 year ago. Imagine, over 9,000 cars handled on one day! Cedar Hill was built between 1910 and 1920.
Cedar Hill became in the 1920's the keystone of the whole New Haven Railroad freight operation.
It seems to have started out as a more local facility, then grown into that larger role.
Or was the idea of making it the center part of the original intention?

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